The pilot used two tugs, stationed one each fore and aft, on the starboard side in order to push the ship away from the pier. However, these tugs were of disproportionate horse power, the tug on the bow being nearly twice as powerful as the one on the stern. The combined effect of full thrust from both tugs was to cause the ship to move bodily away from the wharf but the disproportionate power of the tugs caused the JINSHUN to also pivot about her longitudinal centre of lateral resistance, a point on the vessel near amidships. Although the vessel was moving bodily sideways, because the rate of transverse displacement of the bow was greater than at the stern, the relative motion was such that the stern was moving back towards the wharf. With the stern at an angle across the three to four knot current, little could be done to return the vessel to a direction parallel to the current - particularly as the higher powered tug was forward not aft. The master took a passive role during the manoeuvre and did not at any time communicate to the pilot or express any concern regarding the manner in which the tugs were being employed. Despite there having been inadequate prior planning on the use of tugs, communications during the manoeuvre were minimal.Analysis The pilot used two tugs, stationed one each fore and aft, on the starboard side in order to push the ship away from the pier. However, these tugs were of disproportionate horse power, the tug on the bow being nearly twice as powerful as the one on the stern. The combined effect of full thrust from both tugs was to cause the ship to move bodily away from the wharf but the disproportionate power of the tugs caused the JINSHUN to also pivot about her longitudinal centre of lateral resistance, a point on the vessel near amidships. Although the vessel was moving bodily sideways, because the rate of transverse displacement of the bow was greater than at the stern, the relative motion was such that the stern was moving back towards the wharf. With the stern at an angle across the three to four knot current, little could be done to return the vessel to a direction parallel to the current - particularly as the higher powered tug was forward not aft. The master took a passive role during the manoeuvre and did not at any time communicate to the pilot or express any concern regarding the manner in which the tugs were being employed. Despite there having been inadequate prior planning on the use of tugs, communications during the manoeuvre were minimal. The anchor windlass was underpowered and the port anchor difficult to heave in. The difficult recovery of the anchor necessitated a departure from the usual unberthing procedure. The use of two assist tugs of disproportionate horse power caused the JINSHUN to pivot about amidships. There was inadequate prior planning between the tugs, pilot and master regarding the use of the tugs. There was insufficient communication with the tugs during the unberthing manoeuvre. There was insufficient communication with the tugs during the unberthing manoeuvre.Findings The anchor windlass was underpowered and the port anchor difficult to heave in. The difficult recovery of the anchor necessitated a departure from the usual unberthing procedure. The use of two assist tugs of disproportionate horse power caused the JINSHUN to pivot about amidships. There was inadequate prior planning between the tugs, pilot and master regarding the use of the tugs. There was insufficient communication with the tugs during the unberthing manoeuvre. There was insufficient communication with the tugs during the unberthing manoeuvre. The JINSHUN struck the Campbell River ore jetty because the disproportionate horse power of the two assist tugs caused the stern to swing back onto the wharf as the ship departed the berth. A slow departure and ineffective communications between the tugs, pilot and ship's staff contributed to the occurrence.Causes and Contributing Factors The JINSHUN struck the Campbell River ore jetty because the disproportionate horse power of the two assist tugs caused the stern to swing back onto the wharf as the ship departed the berth. A slow departure and ineffective communications between the tugs, pilot and ship's staff contributed to the occurrence.